Metallic railway-tie.



` No. 7o2,4oo. Patented luneV I7, 1902;"

c. BUHRER.

METALLIC RAILWAY TIE.

Aug. 7, 1901 (No Model.)

QLIM @was NITED SATES PATNT OFFICE.

CASPER BUHRER, OF SANDUSKY, OHlO.

IVI ETALLIC RAILWAY-TIE.

SPEOFICATION forming part of LettersPatent No. 702,400, dated June 17, 1902.

.Application filed August 7, 1901.

T0 @ZZ 10h/0771, if may concern:

Be it known that I, CASPER BUHRER, a citizen of the United States, residing at Sandusky, in the county of Erie and State of Ohio, have invented new and usefullmpnove-` ments in Metallic Railway-Ties, of which the following is a specification.

The object of my invention is the production of a cheap and serviceable metallicrailway-tie which can readily be fashioned from new metal or from old and worn track-rails, which shall be provided with anchoringmeans for holding the same against longitudinal movement in the material or ballast of the road-bed, which shall have holes to receive bolts that secure the track-rails to the same, which shall be adapted to satisfactorily take the place of the wooden tie now in common use, and which, withal, shall constitute a superior means for supporting the track-rails, holding them in place, and forming a stable, smooth, and superior permanent way.

With these main ends in view my invention consists in a metallic tie havinga web,` top flanges for supporting the track-rails, bottoni flanges preferably wider than those at the top, and anchoring means in connection with the lower iiauges for holding the tie against the movement.

The accompanying drawings illustrate an example of my improved tie and a modiiication of the anchoring means.

Figure l shows a metallic tie with trackrails secured in position thereupon bysuitable means. Fig. 2 is a top plan view of the tie, the central part being removed. Fig. 3 is a bottom plan View of Fig. 2. Fig. 4: is a section of the tie, taken on a line through the anchoring means. Fig. 5 shows an old trackrail, the head being split'in accordance with the first step of my method of re-f'ormation. Fig. 6 illustrates in section the tie as it appears after the head-has been rolled or fashioned into wide flanges. Figs. 7 and 8 are plan and side views of the clamping-plates. Fig. 9 illustrates a modification of the anchoring means for the tie.

Referring to the several figures, the numeral l designates the tie as a whole; 2, the web of the tie, and also of the old traclcrail.

3 designates the upper flanges of the tie Serial No. 71,248. (No model.)

entendingeach side of the web; 4, `the lower fianges of the tiepreferably of greater width than the top flanges; 5, depressions in the bottom flanges located in this instance some sixiinches from the ends; 6, holes to receive the bolts which secure the track-rails to the upper flanges of the tie; '7, the track-rails.

8 is an angle-splice of a well-knowu form.

` to prevent longitudinal movement ofthe rails.

14 designates bolts which pass through the clamping-plates andholes 6 in the tie and are held in position by nuts.

l5 designates plates having depressions riveted to the lower flanges of the tie.

16 is the head of an old track-rail, and 17 is a longitudinal groove in the head of the rail.

I preferably manufacture my tie from 01d and worn track-rails somewhat as follows:

The old rail is first cut intosections ofthe proper tie length, which in some cases may be eight feet sir` inches; secondly, a section is heated to a rolling heat; thirdly, it is next placed in a vise-constructed anvil or the like, which will firmly grip the base and web of the section andform a solid support for the head of the rail 5 fourthly, the rail is passed longitudinally under a .wedge-shaped roll, which will split and roll the head to the approximate shape shown by Fig. 5 of the drawings; fifthly, the head of the rail is then passed under other rolls and fashioned into the shape shown by Fig. 6. Finally, anchoring depressions 5 are pressed in the flanges 4 and preferably adjacent the ends of the rail or tie. As a modification of the last step, I

may secure to the flanges 4c specially-constructed plates, which will perform the requisite functions of the depressions that are integral with the lower fianges of the tie.

It is obvious that the base of the rail` will be used to receive the track-rails and that IOO the refashioned head transformed into wide flanges will be located in the ballast of the road-bed.

While I have illustrated and described one example of the physical embodiment of my invention,embracing a modification of the anchoring means, and set forth one specific method or process of manufacturing the tie and that by refashioning the head of an old and Worn track-rail, I do not thereby intend to restrict my invention to the exact shape of the tie or to the exact method of manufacture, inasmuch as the shape of the tie may be somewhat changed and the same under some circumstances rolled from new metal, although I prefer to form it from old rails.

What I claim as new, and desire to secure by Letters Patent, is-

l. A metallic railway-tie comprising a single, vertical, integral web, top flanges extending each side of the web and presenting a plain level surface to receive track-rails, bottom flanges extending each side of' the web and of greater width than lthe top flanges, and anchoring means projecting from the under surface ot' the lower anges of the tie, and

and projecting downwardly, of track-rails,

perforated clamping-plates; and bolts; the said clamping-plates being located upon the top plain surface of the flanges of the tie and being provided with lips which engage the base of the track-rail.

In testimony whereof I affix my signature in presence of two Witnesses.

CASPER BUHRER. Witnesses:

JOHN H. IMMEL, S. C. WHEELER. 

